A lot of smaller brands are struggling. They seem to flourish for a time, then
suddenly fade with fluctuations in currency exchange rates, changes in company
leadership, problems with the suppliers of key parts or the tax laws of their
countries. Depending on where a marquee is in this ebb and flow of fortune,
going to an off-brand can be as risky as the thrill of an exotic ride is fun.
Of the boutique brands, Husaberg has remained fairly steady. Stateside, there
has been some juggling of the brand and its importer and issues with
durability, especially in the late '90s, but for the most part there has been
a solid (if sparse) dealer network and a consistent flow of parts. Now
Husaberg has been integrated back under the control of KTM North America,
which should further solidify the brand and its parts supply.

Now for the push. KTM is getting behind the Husaberg brand because it wants to
strengthen it. It knows the bike has some benefits and appeals to different
kinds of riders than its own orange bikes. In fact, the 2008 pricing
structure, now a bit lower than in the past, is set to get sales numbers up in
the United States.

We got our hands on a fresh 2008 FE550. New for 2008 are some changes in
tolerances on the crankshaft and upgrades to the balance shaft and its water
pump seal, a recurring problem area we had with our 2006 650. The frame is
welded in a new jig for more consistency, and the triple clamp is stronger and
lighter, as it is off the KTMs. The ignition has some changes to the mapping,
and of course, the bike comes with new graphics. Also, the '08 bikes are sold
as a closed-course competition bike, meaning red-sticker in California. The
motor meets emissions standards, but it remains red-sticker because the gas
tank isn't sealed, a new standard you'll be hearing more about in the future.
The Husaberg got an Akrapovic muffler without a spark arrestor and comes
without any lights, just number plates.

Even though the delivery is off-road smooth enough, the Berg lunges out of
turns when you whack the throttle.

Now for the differences from a "normal" bike, the Berg has the chain and
sprockets on the wrong side (right side) of the bike. Meaning the clutch and
ignition are on opposite sides compared to the majority of motorcycles
produced now. There isn't a conventional airbox, the filter rides atop the
large rectangular chrome-moly frame's backbone, the inside of the frame serves
as the airbox with the filter located right between your legs where the seat
and gas tank meet. Hence, the open space under the seat. There isn't a
removable subframe either, and getting to the shock is as simple as on a KTM
even though the linkageless PDS unit is centrally mounted on the Berg. There
isn't a conventional cylinder but a sleeve mounted in the centercases. And the
radiator is a large single unit as opposed to two smaller ones.

It doesn't take long to start liking what the Husaberg has to offer. And
that's power. It has a lot of it delivered in complete smoothness or with
aggressive snap. You have a great amount of control with the throttle, and
just how much you'd like the engine to respond is as simple as twisting your
wrist. Much more than most off-road bikes. It feels like it has a very light
flywheel when you want the bike to respond quickly, but then it can also
torque along and be smooth as if it had a very heavy crank. The
throttle-to-rear-wheel connectivity is extremely sensitive and quite good.

The bike channels this power through a well-spaced wide-ratio, six-speed
gearbox, but not before you get to control it through a hydraulic clutch with
a very light pull, decent feel and excellent durability. It does squeak a bit
when it gets hot and from stops, but you get used to it. First gear lets this
open-class beast tackle the tightest of trails like a much smaller bike
because you won't use the clutch and at low rpm the bike has a very nimble
feel. Second through fifth all have an equal spacing jump, plus the motor runs
on for so long with the power you can just keep the bike in one gear and let
the revs make shifting pointless a lot of the time. Plus, this Berg will take
full gas, no clutch power shifts like you'd expect a Formula One car to do.
How fast is it? We didn't take our radar gun or the GPS out with us but the FE
easily went 100 mph. The tears in our eyes, even through the goggles, verified
it. Overall, the Berg is one of the fastest and strongest-running bikes you
can buy. It has about all the power you'll ever need and is only surpassed by
its bigger brother, the 650, when stock-to-stock power is compared. What's the
difference? On a really steep, traction-laden hill the 650 will never stop
accelerating. The 550 merely keeps pulling steady whereas most ordinary 450s
will lose steam.

The handling and chassis of the Husaberg have a unique feel, too. First, a lot
of riders get the feeling that the bike has a stinkbug stance-one of being
high in the rear and wide in the thighs. You can see it in the seat, which has
pretty good padding in the front portion. Larger riders tend to notice this
more than smaller guys. Some liked it as it kept their knees less folded up
while others didn't like being perched up higher than usual. But even smaller
riders didn't mind the standard bar position on the multiadjustable triple
clamp being in the third-most forward position. So overall, the chassis is a
bit tighter than a roomy KTM. It also feels like the footpegs are placed a bit
higher, giving the bike an unfamiliar handling feel as well. The Berg acts
like the front wheel is actually more underneath you than on the KTM, but when
turning the bike feels a little more raked out and stable. It definitely has
good front grip and likes to be turned on the front tire as opposed to be
sliding in the rear. The 550 is fairly light on its feet for such a beast and
is actually pretty good at masking its weight when the engine gets spinning,
something that a lot of big bikes suffer with in handling.

As to its suspension, this Berg has definitely kept the enduro touch in the
setting. It's on the softer and plusher side of the scale, but it seems
they've found some additional bottoming resistance compared to the Long Haul
650 we had. It's very similar to the way we had our suspension modified, so of
course we liked it. It seems to be as plush as the KTMs are able to be without
suffering that wallowy feel. And the bike is pretty sensitive to fork
compression settings. We liked ours a bit softer than delivered, even when
racing the bike on a rough GP course at SRA's Glen Helen monthly event.

Once you learn the routine of the Husaberg, all of its unique or irregular
traits seem to fall into place. Air filter maintenance is a cinch. The
one-liter oil capacity makes it important to change the fluid often but it's
simple, as well. The bike breathes excess oil into the airbox and will
actually "self-regulate" the level if you put in too much. It can be
interesting when you pin the throttle for an extended period of time, too, as
it will blow it into the airbox where the bike will puff some nice, blue
clouds. In fact, when those unfamiliar with this flip the bike upside-down and
oil runs into the airbox, it's funny to tell the rider they blew the bike up
when the billows of blue spoke pour out! The reach to the brake pedal takes
some getting used to, and trying to find the little bird that's trapped under
the seat is useless. Yes, this bike makes some funny noises.

On the plus side the brakes are strong and progressive. There's some new blue
bling scattered around the bike, as well as black rims if you like that style.
And speaking of the looks, almost everyone who glanced at the Berg had
something interesting to say about it.

Now the big question is, Do you really need a Husaberg over all the other
choices out there? Only you can answer that one. If you like power, standing
out from the crowd and are willing to go that extra yard in your motorcycle
addiction, we can happily recommend the Husaberg. If you have to have a shop
in or near your town, like to have a lot of aftermarket choices available to
you and prefer to blend in, forget it and dream about what riding a Berg must
be like.

What's Hot
Motor is addictive, you'll crave the acceleration
The look is clean yet bold
Components are top-notch
Your neighbor doesn't have one

What's Not
More "Euro" feeling than a KTM
Riding position not as seamless as most new bikes
Not a lot of aftermarket support
No spark arrestor or green sticker compliance

Opinions

Well, if you don't like horsepower, this isn't the bike for you. I happen to
like hp, so I thought it was great! The motor just pulls really nicely. It
steers a little sluggish, but I'm splitting hairs compared to the other bikes.
For a big-bore bike it handles well and feels light. It's very fun to ride,
has plenty of low-end and plenty of mph in the same gearbox. No tugging to do
a wheelie, you just turn the throttle and control the front end height. The
little birdie under the seat is interesting until you're told it's the airbox
chirping. The tank is very nice for tight turns, considering it's a larger
capacity tank. There's a cavity where the airbox is on most bikes, that's
large enough to house a lunchbox in case you end up riding your 550 to places
where lunch isn't served. Compared to previous Husabergs I've ridden, you know
the kind where you needed to carry a suitcase of spare parts, this bike was a
very nice change of pace and a lot of fun to ride.
-Scott Forward/6'0''/190 lb/A rider

I really like Husabergs. I've always liked four-strokes, even before they were
popular. In fact, when I was racing my Honda XR280 in the 1989 ISDE I saw the
very first Husaberg. It was a full 350cc, sort of a rarity at the time, and I
wanted that trick bike instead of my hopped-up trailbike. It was a lust I
remember from when I was a kid and I saw and heard a Maico (still waiting to
ride one of those!). Well, I've had the chance to ride a number of Bergs in my
time, and they have all satisfied my quest for a unique ride, especially in
power output. Though in all of my time I've only had one mechanical failure
(the lighting side of the ignition on one let go, at night!), I've heard a lot
about problems with the bikes. Our Long Haul 650 relaxed any worries on that
matter. And knowing the 550 is about the perfect size for any real open-class
off-road bike, I really dig this bike. Sure, with the introduction of the new
KTM chassis the Berg's handling might be a slight step behind, but I still
prefer the suspension action on the 550 off-road. I'm surprised it doesn't
sell more of these.
-Jimmy Lewis/5'10"/185 lb/Pro trail rider

This bike really is about the motor. It runs great from way down low and
stinkin' incredible in the mid and all the way to the top. In every way our
long-term 650 engine was good, this one is also good, but the 550 has none of
the flaws like heavy vibration and an agricultural feel. The riding position
is too cramped for me on long rides. When the airbox starts to seriously moan,
though, the 550 comes on like it has a turbo or nitrous and you pretty much
forget to sweat the little stuff. I dreaded time on the 650, unless we were
playing on hills, but the 550 is a whole new animal-domesticated but not
declawed.
-Karel Kramer/6'1"/210 lb/B rider

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